Advanced Injection Research Articles

Coupling effect of shaft torsional vibration and advanced injection angle on medium-speed diesel engine block vibration

Engine body vibration is an important safety concern for diesel engines as it can lead to severe engine damages and even catastrophic failures. Traditional methods for excitation computation assume that the rotational speed and the cylinder pressure remain stable under each working cycle, which makes it impossible to precisely predict vibration peaks at certain frequencies. But in practice, the existence of shafting torsional vibration will lead to the fluctuation of rotational speed and cylinder pressure. To predict engine block vibration more accurately, this paper proposes a novel method considering the instantaneous variations in rotational speed and cylinder pressure. It is implemented by two steps. Firstly, an innovative model considering the coupling effect between shaft torsional vibration and advanced injection angle is proposed, it particularly explains how the cylinder pressure and instantaneous rotational speed vary due to the coupling effects. Secondly, the excitation forces that cause block vibration are analyzed and their computational formulas are improved. This method also considers the offset of excitation loading position caused by torsional vibration. The coupling model is experimentally verified and the excitations are loaded into a finite element model of the diesel engine for vibration response prediction. The results reveal that the coupled model can predict vibration peaks at sideband frequencies and thus makes the frequency spectrum much richer than that of the traditional method. Furthermore, it shows that the acceleration results obtained by the coupled model have better prediction accuracy than those obtained from traditional methods, with the deviation percentage reducing from 6.31% and 8.41% to 0.64% and 0.32% in the X and Z direction. It indicates that the coupled model is more reliable in predicting the vibration response of the engine block. Finally, the effect of advanced injection angle on engine block vibration is investigated and the optimal value of the advanced injection angle is determined to be 29 CA, which makes the engine block vibration reduced by 3.60%, 2.72%, and 3.16% in the X, Y, and Z direction comparing to the original advanced injection angle. Overall, this study presents an improved approach for predicting engine block vibrations and offers valuable insights for the design of shafting structures and fuel injection parameters in marine diesel engines.

Co-optimization of injection parameters and injector layouts for a methanol/diesel direct dual-fuel stratification (DDFS) engine

Direct dual fuel stratification (DDFS) is a promising combustion mode to achieve satisfactory engine performance with the effective control of ignition and combustion processes. In this study, a DDFS engine fueled with methanol and diesel was investigated at low loads based on a four-stroke light-duty naturally aspirated engine. Both injection parameters and injector layouts of the two fuels were co-optimized by the fast nondominated sorting genetic algorithm (NSGA-II). The results show that the fractions, injection timings, spray half-included angles, and injector positions of the two fuels all showed significant influences on engine performance. Finally, the high methanol fraction, advanced diesel injection timing, methanol injection timing near the top dead center, and large spray half-included angle of methanol were adopted in the optimal case to achieve both low EISFC and NOx simultaneously. Meanwhile, a centrally-mounted methanol injector was beneficial to shorten combustion duration, and the diesel injector can be arranged in a semicircle area with a radius of approximately 1.14 cm to provide the sufficiently high temperature for the complete combustion of methanol.

Deep reinforcement learning to discover multi-fuel injection strategies for compression ignition engines

Over the past several decades, regulation of compression ignition engine emissions has become increasingly stringent as concern about the environmental and health implications of these emissions has grown. These changing constraints have led to a series of new, alternative fuel injection strategies that aim to maintain power output while reducing in-cylinder generated emissions by operating in the low-temperature combustion (LTC) regime. These advanced injection strategies are created and retuned for individual combinations of engine geometry, fuel, and emissions constraints. Deep reinforcement learning has been shown to be an effective alternative to traditional optimization approaches for highly combinatorial control problems, such as discovering the optimal injection schedules for compression ignition engines. In this study, we deploy a previously presented deep reinforcement learning framework to iteratively optimize a series of engine geometries over a range of increasingly strict NO x emissions regulations. We then examine the resulting injection schedules. We discuss the potential for using this deep reinforcement learning framework for fuel selection screening and for discovering unique injection strategies for different engine geometries and future emissions standards.

A study on the impact of fuel injection parameters and boost pressure on combustion characteristics in a diesel engine using alcohol/diesel blends

Engine researchers focused on alcohol fuels since the invention of diesel engines in the 1900s, and the rise in petrochemical costs in the 1970s triggered this concern. This study investigates the impacts of the injection start timing, pilot injection application, and boost air pressure increase, on combustion and exhaust emissions in a common rail diesel engine fueled with ethanol/butan-2-ol/diesel blends. The lowest combustion noise was obtained in the pilot injection application as 83.8 dB in E15B3. The results indicated that the peak point of cylinder gas pressure rose by more than 5 % in the application of pilot fuel injection and advanced injection timing, compared to conventional engine operating conditions. However, maximum CO2 and NOx were seen in the pilot injection application using FBDF as 5.7 % and 670 ppm, respectively. As alcohol rate increases in fuel blends, the average 1.3 °CA in the ignition delay period was increased, while the total combustion period was shortened more than 6 °CA. This result shows that the combustion reactions of alcohol/diesel fuels occur faster than pure diesel. However, the variation in the ignition delay and total combustion periods of the test fuels considerably reduced with pilot fuel injection application. These results indicates that pilot fuel injection may be applied very controlled according to changing engine conditions. It was calculated in statistical analysis that except for the coefficient variation of the maximum pressure increase rate, the other coefficient variation values were relatively stable and below 3 %. In addition, it was determined that the results of the finite element analysis are proportional to the pressure values obtained experimentally.

Experimental Characterization of Hydrocarbons and Nitrogen Oxides Production in a Heavy-Duty Diesel–Natural Gas Reactivity-Controlled Compression Ignition Engine

Reactivity-Controlled Compression Ignition (RCCI) combustion is considered one of the most promising Low-Temperature Combustion (LTC) concepts aimed at reducing greenhouse gases for the transportation and power generation sectors. Due to the spontaneous combustion of a lean, nearly homogeneous mixture of air and low-reactivity fuel (LRF), ignited through the direct injection of a small quantity of high-reactivity fuel (HRF), RCCI (dual-fuel) shows higher efficiency and lower pollutants compared to conventional diesel combustion (CDC) if run at very advanced injection timing. Even though a HRF is used, the use of advanced injection timing leads to high ignition delays, compared to CDC, and generates high cycle-to-cycle variability, limited operating range, and high pressure rise rates at high loads. This work presents an experimental analysis performed on a heavy-duty single-cylinder compression ignited engine in dual-fuel diesel–natural gas mode. The objective of the present work is to investigate and highlight the correlations between combustion behavior and pollutant emissions, especially unburned hydrocarbons (HC) and oxides of nitrogen (NOx). Based on the analysis of crank-resolved pollutants measurements performed through fast FID and fast NOx systems under different engine operating conditions, two correlations were found demonstrating a good accordance between pollutant production and combustion behavior: Net Cyclic Hydrocarbon emission—cyclic IMEP variations (R2 = 0.86), and Cyclic NOx—maximum value of the Rate of Heat Released (R2 = 0.82).

Influence of injection strategies on ignition patterns of RCCI combustion engine fuelled with hydrogen enriched natural gas

The depletion of fossil fuel and the concerns for harmful emissions and global warming has instigated researchers to use alternative fuels. Hydrogen (H2) and natural gas (NG) are attractive fuels for internal combustion engines. The dual-fuel combustion strategy is promising to reduce emissions with efficient engine operation. The concern for using NG in this strategy is the lower efficiency at low load conditions and the emission of exhaust gases like carbon monoxide and unburnt hydrocarbon. Mixing fuel with a wide flammability limit and a faster burning rate with NG is an effective method to compensate for the limitations of using NG alone. Hydrogen (H2) is the best fuel added with NG to cover NG limitations. This study investigates the in-cylinder combustion phenomenon of reactivity-controlled compression ignition (RCCI) engines using hydrogen-added NG as a low-reactive fuel (H2 addition to NG on a 5% energy basis) and diesel as a highly reactive fuel. The numerical study was done on a 2.44 L heavy-duty engine using CONVERGE CFD code. Three low, mid, and high load conditions were analyzed in six stages by varying the diesel injection timing from −11 to −21 O after top dead centre (ATDC). The H2 addition to NG had shown deficient harmful emissions generation like carbon monoxide (CO) and unburnt hydrocarbon with marginal NOx generation. At low load conditions, the maximum imep was achieved at the advanced injection timing of −21OATDC, but with the increase in load, the optimum timing was retarded. The diesel injection timing varied the optimum performance of the engine for these three load conditions.

Enhancing the Fatigue Strength of the Weld Line in Advanced Polymer Injection Molding: Gas-Assisted Mold Temperature Control for Thermoplastic Polyurethane (TPU) Composites.

This study presents an innovative approach to enhancing weld line strength in advanced polymer injection molding through applying gas-assisted mold temperature control, significantly increasing mold temperature beyond typical values observed in conventional processes. We investigate the effects of various heating times and frequencies on the fatigue strength of Polypropylene (PP) samples and the tensile strength of Acrylonitrile Butadiene Styrene (ABS) composite samples at different Thermoplastic Polyurethane (TPU) percentages and heating times. Using gas-assisted mold heating, mold temperatures exceeding 210 °C are achieved, which represents a significant advancement compared to the standard mold temperatures of less than 100 °C. As a result, the fatigue strength of the PP sample with mold heating at 15 s shows a remarkable increase of up to 5.4 times at 5 Hz compared to the sample without mold temperature control. Moreover, ABS/TPU blends with 15 wt.% TPU exhibit the highest ultimate tensile strength (UTS) value of 36.8 MPa, while blends with 30 wt.% TPU have the lowest UTS value of 21.3 MPa. This advancement demonstrates the potential for improved welding line bonding and fatigue strength in manufacturing. Our findings reveal that increasing the mold temperature before injection results in higher fatigue strength in the weld line, with the TPU percentage having a more significant influence on the mechanical properties of ABS/TPU blends than heating time. The results of this study contribute to a deeper understanding of advanced polymer injection molding and offer valuable insights for process optimization.

Effective Water Injection Development Test for Rolling Outward Expansion of Low-grade Reservoir

The development of ultra-low permeability reservoirs in the oilfield mainly involves a large proportion of ultra-low permeability and it is difficult to recover reserves because of scattered distribution, low reserve abundance, poor reservoir physical property, and great development difficulty as well as low production intensity, rapid production decline, and low stable production of oil wells. In order to speed up the development of undeveloped reserves and explore the effective technical approach to solve problems in low permeability and difficulty in recovering reservoirs, we carried out the effective water injection development test in the B1 test area. In this paper, in-depth research has been carried out in reservoir geological understanding, development well pattern design optimization, and advanced water injection technology research. Finally, a set of effective production technologies for low abundance reserves in complex geological conditions are formed, effective production in B1 Block that was hard to recover reserves is realized, the drilling success rate is improved greatly, and well pattern design optimization is achieved, advanced water injection efficient development technologies for low abundance reserves blocks are also developed. The demand for rolling production can be gradually extended to other oilfields, which has certain reference significance for the development practice of peripheral oilfields and similar small complex fault block oilfields.

Aesthetic considerations for treating the Asian patient: Thriving in diversity international roundtable series.

The unique anatomy of the Asian face, along with the influence of cultural forces and regional preferences, has led to the development of specialized approaches to rejuvenation and beautification that are applicable to the aesthetic practice within Asia as well as those who serve these patients internationally. To discuss similarities and differences in anatomy and treatment preferences of Asian patients and explore how these differences may influence aesthetic practices. In support of clinicians who wish to serve a diverse patient population, a six-part international roundtable series focused on diversity in aesthetics was conducted from August 24, 2021 to May 16, 2022. The results of the sixth and final roundtable in the series, the Asian Patient, are described here. Anatomical differences and their influence on treatment preferences are discussed, and specific procedural information provided for management of facial shape and projection, including advanced injection techniques for the eyelid-forehead complex. The continued exchange of ideas and treatment techniques support not only optimal aesthetic outcomes for a diverse range of patients within a given practice, but also the evolution of aesthetic medicine. The expert approaches detailed here may be used to inform treatment plans tailored to the Asian population.

Modifying diesel fuel with nanoparticles of zinc oxide to investigate its influences on engine behaviors

In this paper, we used experimental and numerical methods to explore the effects of a diesel fuel blend containing zinc oxide (ZnO) nanoparticles at three different concentrations (0.025%, 0.05%, and 0.1%) on the combustion, injection, performance, and emission characteristics of a diesel engine running at constant speeds of 2000 rpm, 2250 rpm, 2500 rpm, 2750 rpm, and 3000 rpm, with the engine operating at full load. The results of the experiments demonstrate that DF + 0.1% ZnO increases BTE by 11.7% at 2500 rpm, while decreasing SFC by 1.67%, exhaust gas temperature by 11.4%, and NOx emissions by 10.67%. The advanced injection time and load were kept same, but a 2.3% rise in cylinder pressure was achieved when ZnO nano additions to diesel fuel were used. Moreover, CO2 emissions were reduced by 7.6% compared to 2500 rpm. In conclusion, the results prove that the nanoparticle-added test fuels improve engine efficiency, and combustion yield by reducing exhaust pollutants, and the numerical results are in good agreement with the experimental results.

Numerical analysis for optimizing combustion strategy in an ammonia-diesel dual-fuel engine

Due to the stringent environmental regulations, the use of ammonia, a carbon-free fuel, as a fuel for internal combustion engines is attracting attention. It is necessary to understand the characteristics of engines using ammonia to replace diesel engines. Therefore, in this study, the combustion characteristics of an ammonia-diesel dual-fuel engine were investigated through numerical simulation to optimize the combustion strategy. A reaction mechanism was constructed for the simulation. Ammonia energy fractions ranging from 40 to 90% and diesel injection timings from −80 to −15 crank angle degrees (CAD) were considered. When the diesel injection timing was advanced, the combustion period was shortened, and the premixed combustion characteristics were shown. An increase of the efficiency of up to 11.0% compared to diesel combustion was obtained under advanced injection timing and high ammonia energy fraction. This is because the slow flame propagation of ammonia was compensated for by the effect of premixed combustion. Therefore, the advance of the injection timing resulted in a reduction in unburned ammonia emissions. Also, the combustion temperature increased due to the premixed combustion effect. So, the nitrous oxide emission was greatly reduced by thermal decomposition. And carbon dioxide emission was proportional to diesel quantity. As a result, greenhouse gases were reduced by up to 80.6% compared to diesel combustion in advanced injection timing and high ammonia energy fraction. However, nitric oxide emissions increased as the ammonia energy fraction increased and injection timing advanced under the influence of fuel and thermal nitrogen oxides. It was significant compared to diesel engines.

Experimental Evaluation of Pilot and Main Injection Strategies on Gasoline Compression Ignition Engine—Part 1: Combustion Characteristics

<div>Climate change and stringent emission regulations have become major challenges for the automotive sector, prompting researchers to investigate advanced combustion technologies. Gasoline compression ignition (GCI) technology has emerged as a potential solution, delivering higher brake thermal efficiency with ultra-low nitrogen oxides (NOx) and particulate emissions. Combustion stability and controls are some of the significant challenges associated with GCI. This study investigates the combustion characteristics of a two-cylinder diesel engine in GCI mode. GCI experiments were performed using a low-octane fuel prepared by blending 80% (v/v) gasoline and 20% (v/v) diesel (G80). Baseline experiments were conducted in conventional diesel combustion (CDC) mode. These experiments investigated the effects of double pilot injection, first pilot fuel ratio, and the start of main fuel injection timing (10–8°CA before top dead center, bTDC). The results indicated that the GCI mode produced significantly lower (~10%) in-cylinder pressure than the CDC mode. Higher pilot fuel proportions exhibited a lower heat release rate (HRR) at low loads. Retarded main injection showed a lower heat release in the premixed combustion phase than the advanced main injection case at all loads. In addition, retarded main injection timing showed retarded start of combustion (SoC) and end of combustion (EoC). GCI mode exhibited higher cyclic variations than baseline CDC mode, which need to be addressed.</div>

Performance analysis on a compression ignition engine fueled with algae, rice bran methyl esters, and their diesel blends at optimized blend proportion, injection timing and load

The production of biodiesel from algal oil is the subject of a lot of research. There hasn't been a thorough examination of the performance, combustion, and emission analyses of algal biodiesel when engine factors like load, injection timing, etc. are varied and optimization studies are used. This research attempts to address the void in the literature on thorough engine studies for algal oil biodiesel. Herein, pure diesel with three different algae and rice bran oil blends (B5-5% biodiesel with 95% pure diesel, B10-10% biodiesel with 90% pure diesel and B20- 20% biodiesel with 80% diesel) are synthesized. The properties of the biodiesel samples were examined and verified with standard ASTM limits (kinematic viscosity at 40 °C for macro algae is 3.51 cSt and microalgae is 4.84 cSt). The blend, load and injection timing were optimized through the performance, combustion, and emission characteristics of a compression ignition engine. The brake thermal efficiency (BTE) increasing trend is observed for both diesel & biodiesel up to 75% load, and advanced injection timing (26° BTDC) improved the BTE for all biodiesel blends. Besides, an increase of 5% peak pressure is observed in all blends 1°–9° crank angle ATDC. Biodiesel blends have minimal carbon emissions, except NOX emissions. Further, the experimental values are optimized through Taguchi/Grey Grade Relational procedure and the best combination for MAME blends is MAME 20, 100% load, 20° BTDC for AME blends is AME 20, 100% load, 23° BTDC and for RME blends is AME 20, 100% load, 20° BTDC.

Experimental study on in-cylinder combustion and exhaust emissions characteristics of natural gas/diesel dual-fuel engine with single injection and split injection strategies

On a non-road, high-pressure common-rail engine, natural gas/diesel dual-fuel (NDDF) combustion mode was performed. The way natural gas energy substitution percentage (ESP) and pilot diesel injection timing affected the combustion process, emission properties and fuel economy regarding NDDF engine with single injection strategy and split injection strategy was experimentally investigated at 25% load of 1800 rpm. Results show that under the two injection strategies, as ESP increased, NDDF combustion altered from single-stage to two-stage slowly, the combustion center (CA50) was delayed, the combustion duration increased, the soot and NO emissions declined, and the brake thermal efficiency (BTE) presented an increase-to-decrease change trend. As the combustion phase of split injection strategy was wholly advanced, the ignition delay period was shortened, the cyclic coefficient of variation (COV) and HC emission declined, and the BTE elevated. Additionally, the advanced injection timing would make NDDF heat release gradually advance, resulting in advanced CA50, extended ignition delay, lengthened combustion duration, lowered unregulated emissions, and increased BTE. The increase in peak heat release rate and BTE of split injection strategy was accompanied by decreased HC and aldehyde emissions. For NDDF engine possessing optimized split injection strategy, the BTE reached 37.79% and the COV reached 1.49% at ESP= 60%.

Control exhaust emissions of insulated diesel engine fuelled with biogas and cottonseed biodiesel

Gaseous fuels have many advantages than liquid fuels, as their calorific values of fuels are high, pollutants emitted by gaseous fuels are low and less dangerous when compared with liquid fuels. The drawbacks associated with use of vegetable oils in diesel engines such as high viscosity and low volatility can be reduced to some extent by converting them into biodiesel. However, they (biodiesel) cause combustion problems in diesel engine, due to their moderate viscosity, and hence call for low heat rejection (LHR) engine, which can burn low calorific value fuel, give high heat release rate and faster rate of combustion. The concept of LHR engine is to minimize heat loss to the coolant, thereby increasing thermal efficiency. LHR engine in this investigation consisted of ceramic coated diesel engine. They are many methods toinduct gaseous fuels such as port injection, carburetion technique, injection of gaseous fuel at the near endof compression stroke etc,. Investigations were carried out with biogas gas as primary fuel inducted by port injection and cottonseed biodiesel was injected into the engine in conventional manner, as India is second large producer of cottonseed oil in the world. Particulate matter (PM), oxides of nitrogen (NOx), carbon mono oxide (CO) levels and un-burnt hydro carbons (UBHC) are the exhaust emissions from a diesel engine. They cause health hazards, once they are inhaled in. They also cause environmental effects like Green-house effect and Global Warming. Hence control of these emissions is an immediate effect and an urgent step. The pollutants of PM, NOx ,CO and UBHC were determined at full load operation of the engine with varied injection timing such as recommended injection timing and optimum injection timing. NOx levels were reduced with provision of exhaust gas recirculation (EGR) at optimum flow rate of 10%. The maximum induction of biogas with conventional engine (CE) was 35% of total mass of biodiesel as full load operation, while it was 45% with LHR engine. Particulate emissions were determined by AVL Smoke meter, while other emissions were measured by Netel Chromatograph multi-gas analyzer at full load operation. These pollutants were drastically reduced with induction of biogas and further reduced with advanced injection timing. NOx levels drastically reduced with EGR.

An impact of different injection timing operating on chlorellea emersonii methyl ester (CEME) with best fuel (BF)

Biodiesel is a clean-burning, oxygenated monoalkyl-ester fuel manufactured from natural, renewable sources like new/used vegetable oils and animal fats. The injection time has a significant impact on engine performance, particularly pollutant emissions. The purpose of this research is to see if Chlorellea Emersonii methyl ester (CEME) can be used as a fuel alternative in a compression ignition (CI) engine. The CEME was synthesised using a transesterification technique, and the engine parameters (performance, emission, and combustion) were investigated using 20 (v/v%) biodiesel blends at retard, standard, and advanced injection timings (IT). In this study an alteration in injection timing were done with TRC and BF combination. Other than conventional injection timing of 23o bTDC three more injection timing included ie 24o bTDC (advance IT), 21o bTDC (retarded IT) and 22o bTDC (retarded IT). Outcome results showed 22o bTDC(retarded IT) with 2.12% improvement in BTE followed by 24.5%,35.15% and 90.2% reduction in HC,CO and smoke.

Large-eddy simulation of a natural gas direct injection spark ignition engine with different injection timings

This paper presents a large-eddy simulation (LES) study of a compressed natural gas (CNG) direct injection spark ignition (DISI) engine with different injection timings. Three cases with late, moderate and advanced injection timings are investigated to examine fuel/air mixing and combustion characteristics of a CNG DISI engine. A transition flame speed approach is used in which the flame propagates like a laminar flame until it reaches a specified kernel size and then develops as a turbulent flame. Changing the transition kernel size significantly affects both the in-cylinder pressure trace and the mass fraction burned (MFB) profile, highlighting the importance of correctly capturing the early stage of flame development. Different injection timings result in varying levels of mixing and homogeneity within the cylinder. Although more time is available for mixing in the most advanced injection case, the jet impingement on the piston crown increases the level of mixture in-homogeneity. It is shown that the variation of the laminar flame speed as a result of mixture in-homogeneity is the primary factor affecting flame propagation for different injection timings.

Effect of DEE added Karanja biodiesel fuel on the performance, combustion and emission characteristics of CI engine under variable injection timing and engine load

The higher density and viscosity of biodiesel reduce the engine's performance due to poor atomisation. The present study aims to investigate the effect of DEE and injection time on engine characteristics fueled with KME-diesel blends. For this purpose, single cylinder CI engine is used. The injection timing is advanced and retarded by 2° from the base injection timing (27° bTDC), and the load is varied from 0% to 100%. The addition of DEE to the blends results in a reduction of density and viscosity. At 29° bTDC, the brake thermal efficiency for 5% DEE is increased by 3.1% compared to a blend without DEE at full load. For 5% DEE, compared to 27° bTDC, 29° bTDC reduces the HC and CO emission by 4.5% and 42.8%, respectively at full load. It is concluded that the 5% DEE operating at 29° bTDC improves the engine's performance with a small rise in NOX emission. Highlights DEE added biodiesel blend has lower viscosity and density than biodiesel. 5% DEE addition in biodiesel blend at advanced injection timing improves BTE and reduces emission. Lower in-cylinder temperature is achieved due to higher latent heat of evaporation. The CO and HC emissions for B25DE5 at 29° bTDC are reduced by 4.5% and 42.8% than 27° bTDC at full load. At advanced injection timing NOX emission for 5% DEE addition increased by 2.7% than 27° bTDC.

Preparation, Characterization, and Evaluation of Emission and Performance Characteristics of Thumba Methyl Ester (Biodiesel).

Thumba oil with a higher triglyceride content can be a promising feed for synthesizing a fatty acid alkyl ester as an alternative to pure diesel. The current study investigates the emission and performance characteristics of thumba methyl ester (TME) in compression ignition (CI) engines corresponding to variable loads and compression ratios (CRs), respectively. TME was prepared at an optimized pressure of 5 bar by hydrodynamic cavitation. The properties of TME-diesel blends with varied volume percentages of biodiesel, such as 5, 10, 15, 20, and 25, denoted B5, B10, B15, B20, and B25, respectively, were compared to pure TME (100% biodiesel) and pure diesel (100%). The B20 biodiesel blend has been observed as the optimal one based on the lower emission composition and higher brake thermal efficiency. For B20 fuel, injection at 23° before the top dead center (TDC) and a CR of 18 resulted in the lowest brake specific fuel consumption of 0.32 kg/kW h and a maximum brake thermal efficiency of 36.5%. Using titanium dioxide nanoparticles in the pre-stage of TME manufacturing has ultimately reduced the nitrogen oxide, hydrocarbon, and carbon monoxide emissions. At a CR of 18 and advanced injection 23° before TDC for a CI engine, TME derived from thumba oil has the potential to be a viable diesel substitute.

Effects of piston shape and nozzle specifications on part-load operation of natural gas–diesel dual-fuel RCCI engine and its application to high load extension

• Effects of piston shape and multi-angle nozzle were evaluated for DF RCCI operation. • Enhanced air utilization w/multi-angle nozzle reduced combustion and HT losses. • The highest GIE of RCCI improved as 51.8 % by hardware modifications. • Intake air amount could be increased by lowering CR (from 17 to 15) at the maximum load. • The maximum load of RCCI could be extended from 81 (reference) to 101 kW of BP. In this study, the effects of modifications of both the piston shape and injector nozzle are experimentally investigated for high load extension of a natural gas–diesel dual-fuel reactivity-controlled compression ignition (RCCI) engine. First, a bathtub shape with a reduced compression ratio is applied to the modified piston which was reported to improve the flame propagation in squish volume, the cooling loss, and the air induction rate under the same limit of in-cylinder pressure from previous studies. In addition, a multiangle two-layer injector is used to extend the maximum load, which has been proven to be effective for unburned hydrocarbon emissions and gross indicated efficiency in part-load operation in our previous study. The experiments are conducted under both 1200 rpm part-load operation (approximately 1950 J/cylinder per cycle of fuel input energy) and 1800 rpm maximum load operation. The objectives are to comprehensively evaluate the effects of the modifications on natural gas–diesel RCCI operation and verify the effects of all load conditions. The experimental results reveal that the changes in the piston—reduction in the compression ratio and a bathtub piston shape—are effective for both NOx and smoke emissions as the diesel injection timing is advanced. Although the multi-hole double layer (combined narrow and wide injection) has less effect on emissions compared to that of the change in piston, it affects the mixing process inside the cylinder, thus retarding the combustion phasing, prolonging the combustion duration, and eventually reducing the cooling loss. Both modifications are highly effective for advanced diesel injection timing corresponding to RCCI operation, which extends high-load operation from 80.9 to 101 kW of brake power, relatively 24.8 % increase, by adopting both the piston and injector modifications. Based on the modifications, the mass fraction of natural gas is suggested to be approximately 80 %. A higher fraction causes the variation in the maximum in-cylinder pressure to be extremely sensitive to allow robust operation. In contrast, if it is lower, the amounts of both NOx and smoke emissions exceed the emission standard levels (0.4 g/kWh and 15 mg/kWh for NOx and smoke emissions, respectively, corresponding to Stage-V of non-road engine operation).